Automatic moving-vehicle control.



P. J. SIIVIWIEN.

Auwwmnc MQYINGVEHICLE CONTROL. APPLICATION fILED MAY 5. 1915.

Patented May 21,1918.

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AUTOMATIC MOVING VEHICLE CONTROL.

APPLICATION FILED MAY 5, 1915 Patented May 21,1918.

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AUTOMATIC MOVING VfHICLE CONTROL.

APPLICATION FILED MAY 5. I915.

Patented May 21,1918.

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AUTOMATIC MOVING-VEHICLE CONTROL.

Specification of Letters Patent.

Original appIication filed April 14:, 1908, Serial No. 427,080. Jpividedand this application filed May 5, 1915.

Serial No. 26,087. V

T 0 all whom it may concern:

Be it known that 1, PAUL JOHN SIMMEN, a citizen of the United States,residing at Buffalo, in the county of Erie, and State of New York, haveinvented certain new and useful Improvements in Automatic Moving-VehicleControl, of which the following is a specification.

One of the primary objects of the present invention is to control thespeed of a vehicle and particularly to provide means for effecting suchcontrol if the person in charge thereof fails to observe danger, orother signals, which he should observe, and its novelty consists in theconstruction and adaptation of the parts, as Will be more fullyhereinafter pointed out.

The present application is a division of Serial No. 427,080, filed April14, 1908, and more specifically relates to means for actuating-thecontroller at a speed other than that normally necessary to eflect theoperation of the controller when danger condi tions exist, or in otherwords, to provide means for operating said controller when apredetermined maximum rate of speed exists, irrespective of theexistence of danger conditions.

In the accompanying drawings, 7

Figure 1 is a side elevation and partial sectional view of a locomotiveequipped with the control mechanism.

Fig. 2 is a vertical sectional View through the box or casing containingthe controlling devices and connected parts, the same being shown inelevation and the electrical connections being shown diagrammatically.

Figs. 3 and 4 are enlarged sectional detail views of the air controllingvalve.

Fig. 5 is a detail viewin elevation of the means for restoring thebrakes and steam supply mechanism to their normal positions.

lFig. 6 is a diagrammatic view of the cabcircuits, and

Fig. 7 is'a diagrammatic view of the track circuits.

Similar reference numerals designate corresponding parts in all thefigures of the drawings.

In the drawings, a box or container for the cab-carried mechanism isshown at 9, being preferably secured at a convenient place within thecab of the locomotive by any suitable means. It is provided with avertical bearing 10 through which passes and in which rotates a verticalspindle 11 driven by means of a beveled gear 12 secured thereto andmeshing with a similar gear 13 fixed upon one of the axles 14 of thelocomotive (see'Fig. 1). Above its bearing the spindle 11 carries acenlrifugal governor 15 of usual form, the same being located within thebox 9, and the lower slidable member 16 of which is extended to form asleeve adapted to slide along the spindle and terminating in anoutstanding flange 17.

The box is also provided with another vertical bearing 18 in whichrotates a spindle 19 that is driven from the spindle 11 by intermeshinggears 20 respectively af fixed to said spindles. The portion of thespindle 19 within the box is provided with threads 21. A sprin 22 iscoiled around a portion of the spind e.

Surrounding the threaded portion 21 of the spindle is a controllerdesignated generally by the reference numeral 23, in the form of asleeve having a bore large enough to clear the threads 21. llt carriesat one side an electro-magnet 24: within which reciprocates a soft ironcore 25 having at its inner end teeth 26 adapted to engage the threadedportion 21 of the spindle 19. The outer end of the said core has aflange 27 slidably mounted on guide pins 28 carried by the outer end ofthe electromagnet, and interposed between the flange 27 and the adjacentend of said magnet, is a coiled spring 29 that serves to normally holdthe core in its re tracted position with the teeth 26 out of engagementwith the threads 21. Guides 30, one of which is shown in Fig. 2,suitably secured to the side of the box prevent any rotation of thecontroller during its vertical travel. It is obvious that when the coil24 is energized the core 25 will move forward, so that the teeth willengage the threads 21 of the spindle 19, and said engagement will causethe controller 23 to travel along the spinille. llf such travel isupward and the Patented May 21, 1919. I

coil is then deenergized, the teeth 26 of the 32, the horizontal arms 33of which extend into the path of the controller 23 on opposite sides ofthe same and at points equidistant from its normal inactive position.

Thus, the movement of the controller 23 in either direction will causeits engagement with one of the bell crank arms 33 and said bell crankwill be rocked on its pivot.

Links 34 connect these bell crank levers 32 with a rod 35, so that amovement of either lever will pull the rod longitudinally toward thecontroller. Its movement in the opposite direction is secured by meansof a coiled spring 36 surrounding the rod, one end of the coiled springhaving a bearing against the box 9, the otherend bearing against acollar 37 adjustably mounted on the rod 35.

. The movement of this collar away from the box 9 under the action ofthe spring is limited by a stop bracket 38 secured to the box and havinga portion located in the path of the collar, as clearly shown inFig. 5.

Referring now to Fig. 1 there is mounted at any convenient place on thelocomotive the usual train pipe 39 communicating with the compressed airbrake system, and provided with a branch 40 leading to a valve casingindicated at 41 and containing a three way valve 42. This valve isprovided with an actuating lever 43 that is moved from the rod 35 bymeans of a bell crank lever 46 connected to said rod and a link 47connecting the bell crank lever 46 With the lever 43. From the valvecasing 41, a pipe 48 leads to a compressed air cylinder 49 containing apiston 50 provided with a rod 51 having suitable connections with thecontrolling lever 52 of the locomotive throttle valve, to operate thesame upon the movement of thepiston 50. This throttle valve isdesignated 53 and controls the usual steam supply pipe 54 leading tothecylinders of the engine. The valve 53, as is well known to those skilledin the art,

has connections, designated generally by the valve 53 and the brakesystem through the valve 42, whenever the movement of the controller 23actuates the rod 35, the air cylinder 49 and piston 50 being employed tomagnify the movement to properly operate the throttle control lever. henthe rod is moved toward the box 9, the valve 42 is turned from theposition shown in Fig. 3 tothat shown in Fig. 4, which permits the airto escape from the pipe 39 and re sults in the application of thebrakes. It also reduces the air pressure in the cylinder 49 and causesthe piston 50 and rod 51 to move, thereby operating the lever 52 toclose the throttle valve 53 and shut off the steam from the cylinders ofthe locomotives.

Secured in the box 9 is a tubular guide 113 containing a tappet 114carrying an insulated spring terminal contact member 115 in the form ofa wiper. One end of the tappet 114 is arranged in the vertical path ofthe flange 17 of the governor. Secured at a suitable place in the box 9by insulated fastenings, is a contact plate 116 constituting anelectrical terminal near to the tappet 114'and so arranged that theelement 115 will make a wiping contact therewith. The

element 115 is electrically connected to the conductor 67 by a conductor117 and the plate 116 is electrically connected to the terminal 110 byconductors 118 and 112.

Secured to the top of the box 9 is arelay 69 having terminals 70 and 71and a pivoted armature 72 adapted to move between contact screws 73 and74, constituting electric terminals. The terminal 73 is connected to anelectric conductor 75 and the terminal 74 to the electric conductors 118and 112.

Referring now to Fig. 7, the track rails on which the vehicle moves aredesignated, respectively, 77 and 78. The track is divided into blocksand at suitable intervals, one pair for each block, there are arrangedsignal rails about one-half a mile apart, each rail being about fiftyfeet long, one of the rails 79 being termed a distant rail and the otherrail 80 being termed a home rail. They are connected by a conductor 81and are insulated from the traction rails and from the ground.

Referring now more particularly to .Fig. 6, the vehicle is provided witha contact shoe and switch as follows: Suitably supported on thelocomotive truck is a laterally extending lever 82 carrying a shoe 83adapted to contact with the signal rails 79 and St). Pivoted at an truckis a mova le contact member 84 adapted to be moved from the lever 82 bya link connection 85 between the two. The member 84 constitutes anelectric terminal and is connected at 86 with the conductor 75 leadinfrom the contact element 73. Also securec at a convenient place on thetruck is a fixed member 87 constituting an electric terminal connectedby a lead wire 88 to a conductor 89 that is electrically connected withthe shoe 83 and with the binding post 70 of the relay 69, the twomembers 84 and 87 constituting an electric switch. It will be understoodthat all of the parts are properly insulated to preserve theirconductive functions and prevent short circuiting.

convenient place on the- The equipment, comprising the shoe 83 andterminals 84 and 87, is used for the purpose ofopening and closing alocal electric circuit on the cab of the locomotive. Mounted at anysuitable place on the locomotive is a local battery 90, from one side ofwhich a conductor 91, leads to a second conductor 92 connected to thearmature 72 of the relay 69. the battery 90 conductors 96, 94 and 93lead to the coil 24 of the controller 23, and thence to the conductor67, which leads to the terminal 63. The conductor 7 5, leading from theterminal 73, is connected,'as shown at 86, with the switch member 84. Astill further conductor 94, connected to the binding post 71 of therelay 69, is grounded,

v as shown at 95 with the axle of the vehicle and is connected to thebattery 90 by a branch wire 96.

It will be understood that there is provided the usual continuous trackcircuit. This consists of the rails 77 and 78, divided into blocks, asusual, and insulated from each other, a track battery 97 (see Fig. 7)and a track ,relay 98 having the terminals of its windings connected toboth rails 77 and 78, and said relay being provided with a core 99. Thisrelay controls a second circuit, closing the same when energized andopening said circuit when deenergized. The said second circuit includesa battery 100, one side of which is connected by a conductor 101 with anarmature 102 operated on by the relay 98, said armature moving into andout of engagement with a contact element 103 electrically connected, asshown at 104 with the signal rails 79 and 80. The other side of thebattery 100 is electrically connected to the rail 78 by a conductor 105.

The armature 102 is normally in contact with the element 103, inasmuchas the relay 98 is normally energized by the battery 97. Whenever avehicle passes on to the rails 77 and 7 8,- it forms a shunt circuit forthe battery 97, as shown in Fig. 7, and as this deenergizes the relay98, the armature 102 will move away from' the contact element 103 andopen the circuit which includes the battery 100. llt will thus beevident that the purpose of this track equipment is to energize the homeand caution signal rails 79 and 80 when the block ahead is clear and todeenergize said rails when the block ahead is occupied by a train or isotherwise in a danger condition.

When the shoe 83 of the vehicle is on a signal rail 79, for instance asshown in Fig. 6, the terminals 84 and 87 are separated and the switch isopen. If the rail 79 is energized there will then be a flow of currentfrom the battery 100 through the conductor 101. thearmature 102, theterminal 103, the conductor 104. the rail 80, the conductor 81 and therail 7 9, and thence through the lever From the other side of 82 andconductor 89 to the relay coil 69 and conductor 94 to the vehicle axle,thence to the ground and to the opposite pole of the battery 100. Theresult is that the armature 72 is drawn into contact with the terminal73 and the cab circuit from the battery 90 through the controller 23remains open and the speed of the locomotive is not controlled. Thiscondition of the cab circuit is maintained as the shoe 83 passes ed thesignal rail 7 9, because the lever 82 drops by gravity and closes theswitch by causing a contact of the terminals 84 and 87 This establishesa circuit from the battery 90 through the con- .ductors 911 and 92, thearmature 72, the terbreaking the circuit from the battery 90 through therelay 69. This relay is no longer energized through the conductors89,and 94, by the battery 100, inasmuch as the rail 79 is no longerenergized. Therefore the armature 72 drops into contact with theterminal 74, but no circuit is formed on the cab including the battery90 unless the terminals 115 and 116 are in contact, and no contact ofthese terminals will exist unless the speed of the locomotive issuflicient to cause a rotation of the governor at such a speed that theflange 17 will contact with the tappet 114 and lift the terminal 115into contact with the terminal 116. If such contact has taken place thena circuit is formed from the battery 90 through the conductors 91 and92, the armature 72, terminal 74, conductor 118, terminals 116 and 115,conductors 117 and 67, controller coil 24 and conductors 93, 94 and 96.As a result the controller coil 24 will be energized, causing the core25 to be drawn into the same, and thus efl ecting the engagement of theteeth 26 of said core with the screw 21. The controller 23 consequentlybegins to travel along the spindle, inasmuch as the spindle is inoperation, and the movement will be continued until said controllercontacts with one of the lever arms 33. When this occurs the mechanismalready described is operated to shut ofi the steam supply to thecylinders and operate the brakes. The

circuit through the coil 24 is maintained after the shoe 83 has passed08' the signal rail, because the armature 72 continues in contact withthe terminal 74 until the shoe 83 again contacts with an energized railwhich will cause a current to pass through the relay 69, as abovedescribed, and will lift the armature 72 from the terminal 71, or thereduction of the speed of the locom0tive will cause the flange 17 of thegovernor to fall sufliciently to permit the tappet 1H to break thecontact between the terminals 115 and 116.

It should be noted, therefore, that the controller 23 is not set inmotion unless a --danger condition exists in connection with lift it tothat point.

Suppose that the engineer sees the controller 23 begin to move andbefore it contacts with the lever arms 33 reduces his speed, the resultwill be that as soon as the flange 17 of the governor falls far enoughto break the contact of the terminals 115 and 116. the circuit throughthe coil 24 will be broken and the controller 23 will be returned to itsnormal position. If the engineer does not so act, then the controllerwill continue to move until it will contact with one of the bell cranklever arms 33, and thus apply the brakes and shut off the steam. In thatcase, the speed will be reduced and when lowered to a predeterminedrate, the flange 17 will fall, the terminals 115 and 116 will separate,the controller 23 will return to its normal position, the bell cranklever arms will be returned to their normal position by the spring 36,and the parts will be in operative condition as before. Should theengineer again increase his speed, while danger conditions exist, assoon as the predetermined limit is reached the movement of the governorflange 17 will cause the terminals 115 and 116 again to contact, and thecontroller 23 will again be set into operation. It will be obvious thatsuch actuation of the controller-will take place so long as dangerconditions exist whenever a predetermined speed is exceeded.

With this construction, if danger conditions exist, to bring thearmature 72 in contactwith the terminal 74, a circuit will beestablished through the controller coil 24 as soon as the upwardmovement of the flange 17 brings the tappet wiper element 115 intocontact with the plate 116 and the controller will be actuated. In likemanner if such contact of the parts 115 and 116 takes place, it willcontinue as long as the part 115 is being lifted, even to the upper endof the plate 116, so that if the contact has taken place, while clearconditions exist and is still maintained when danger conditions arise,the controller will be at once actuated. This construction insures theactuation of the controller over a wide range of rates of speed,depending on the initial low position of the contact element 115 and thedistance of its travel to the upper end of the plate 116.

It will also be noted that the controller 23 does not act upon the leverarms 33 until it has traveled a certain distance along the spindle 21,which distance is obviously a function of the distance traveled by thelocomotive from the place where the speed limit was exceeded and theterminals 115 and 116 caused to contact with each other. It is thereforeobvious that a mere change in the size or direction or position of thelever arms 33, or a mere change in the size of the controller sleeve, orin its initial position on the spindle will sufiice to reduce thisdistance to a very small quantity, or to zero, if desired. Therefore byreducingthe distance which the flange 17 of the centrifilgal governormust travel before it contacts with the tappet 114, the controller willbegin to move as soon as or almost. as soon as danger, con- (litionsexist, and by altering the relation of.

the controller and the lever" arms 33, as indicated, the controller canbe made to actuate the steam supply controller and the brake mechanismas soon as the speed limit is exceeded.

It will be understood that the controller 23 is thus operated underdanger conditions, whether the locomotive is movin backward or forward.If moving forward, said controller is moved in one direction, and itmoving backward, obviously it is moved in the opposite direction byreason of the reverse movement of the wheel axles and of the spindle 19.\Vhen, however, a locomotive is backing, danger is always presumed to bepresent, whether the intermittent wavside control mechanism gives adanger inipulse or not, and therefore it is desirable to have thecontroller 23 actuated when the speed'limit is exceeded. whether thearmature 72 is in contact with the terminal 74 or not. To that end,another thread 106 is provided on the upper end of the spindle 19. and.engaging the same is the free end of a lever 107 pivoted on a suitablepost 108 Within the box 9. Mounted on the lever 107 is a contact element109 that is movable into and out of engagement with another Conlactelement 110 secured to the box. The contact element 109 is electricallyconnected by a onductor 111.with the conductor 9192 that connects thebattery 90 with the armature 72 and is thus connected to said battery90. The contact element 110 is electrically connected by a conductor 112with the contact element 74.

eeann So long as the locomotive is moving forward the free end of thearm 107 is pressed downward by the threads 106, and the terminals 109and 110 are kept apart, but when the locomotive is backing, the free endof the arm 107 engages the threads 106 and the lever 107 with itsterminal 109 is carried upward, until said terminal contacts with theterminal 110. This, therefore, establishes a shunt circuit around thearmature 72 of the relay 69 and the contact element 74 with which saidarmature contacts," so that just as soon as the contact elements 115 and116 are brought into engagement by the speed governor, a circuit will beestablished through the controller coil 24, and said coil will beenergized. This circuit may be traced beginning with the battery 90through conductors 91 and 111,contact elements 109 and 110, conductors112 and 118, contact elements 116 and 115, conductors 117 and 67,controller coil 24, conductors 93, 94 and 96 to the battery 90.

In addition, there is disclosed means for actuating the controllerthrough the closure of a cab circuit in which the controller coil isincluded, this actuation being secured by the movement of the governorand the means providing for such actuation at a speed higher than thatwhich is necessary to .cause contact between the elements 115 and 116.Within the box 9 there isprovided a support 59 of-suitable insulatingmaterial, to which is secured a bracket 60, on which is adjustablylmounted a threaded rod 61, to the lower end of which is pivoted a lever62 provided on its upper side with a spring contact element 63constituting an electric terminal. Also mounted on the support 59 is aterminal 64 and a binding post 65 carried by an electrical conductingbracket 66, which bracket is insulated from the bracket 60. The outerend of the lever 62 is in the upward path of the flange .17 of thegovernor 15 as it slides on the spindle 11. An electric conductor 67leads to the ter minal 63, and another electric conductor 119 leads tothe binding post 65, and consequently the terminal 64. I

With this construction a circuit through the terminals 63 and 64 isclosed when a predetermined maximum rate of speed exists, irrespectiveof the existence of danger conditions. To this end, the said terminalsare so placed that the flange 17 must move the lower end a much greaterdistance than is necessary to cause contact between the elements 115 and116, but when contact between the elements 63 and 64 takes place, theelectromagnet 24 will immediately be energized. For this purpose, aconductor 119 is employed leading from the contact element 64 to theconductor 92. Therefore, when the predetermined maximum speed isattained and the terminals 63 and 64 are brought into engagement, acircuit is'established. beginning with the battery '90, through theconductors 9 1, 92 and 119, the contact elements 64 and 63, theconductor 67, the controller coil 24. the conductors 93, 94 and 96 andback to the battery so that the controller is actuated.

From the foregoing-it is thought that the construction, operation andmany advantages of the herein described invention will be apparent tothose skilled in the art with out further description,- and it will beunderstood that various changes in the size, shape, proportion and minordetails of construction, may be resorted to without departing from thespirit or sacrificing any of the advantages of the invention.

Having thus fully described my invention, What I claim as new, anddesire to secure by Letters Patent, is

1. ltn apparatus for controlling the speed of amoving vehicle providedwith propelling and retarding mechanism, compr1smg a control deviceadapted to be moved-in one direction, a connection with the propellingand retarding mechanism adapted to be actuated by the control deviceafter the latter has moved a predetermined distance, whereby when soactuated the speed of the vehicle is reduced, and means adaptedautomatically to operate such control device, consisting of a source ofelectrical energy carried by the vehicle, a solenoid connected to thecontrol device and in circuit with such energy and a device for closingsuch circuit to energize .the solenoid whenever thespeed of the vehicleexceeds a predetermined limit.

2. A system of speed control for a vehicle moving along a trackway,comprising means on the vehicle for controlling the propulsion devicesthereof, means on the vehicle for establishing safety and dangerconditions and actuating the'controlling means when danger conditionsexist. trackside mechanism cotiperating with the vehicle carried meansfor intermittently causing the latter to establish danger conditions,and means carried means, and means for automatically controlling thespeed of the locomotive from the cab-carried means whenever dangerconditions exist and the speed exceeds a predetermined limit, incombination with means for continuing such control over a wide range ofrates of speed and of instituting it when a maximum speed has beenattained.

whether the other danger conditions be present or not.

4. A system of speed control for vehicles, comprising trafiiccontrolling means, means for actuating the traflic controlling means,including an electric circuit, mechanism including wayside means forcontrolling the circuit, a governor operating in accordance with thespeed of the 'vehicle, and a concally controlling the speed of thelocomotive from the cab-carried means whenever the speed reaches amaximum independently of danger conditions.

6. In an apparatus .of the character described, the combination with acontroller adapted to act upon the steam supply and brake system of alocomotive, of means for moving it a predetermined distance from aninitial position before it is in a position to so act, and means forcausing its initial movement whenever the speed of the locomotive is ata predetermined maximum 7. A system of speed control for vehicles,comprising traffic controlling means, means for actuating the tratliccontrolling means including an electric circuit, mechanism includingwayside means for controlling the circuit, a governor operating inaccordance with the speed of the .vehicle, and a controller for saidcircuit, comprising contact elements, one of said elements having aportion located in the path of movement of the other element and saidother element being reciprocatory and movable into and out of contactwith the first element and having an extended wiping contact therewith,said reciprocatory element having a portion located in the path ofmovement of the governor and being adapted to be moved thereby intocontact with the first element when a predetermined speed of the vehicleis reached and maintaining said wiping contact as long as the speed isabove said predetermined speed.

8. In apparatus of the character described,

the combination with a vehicle, of traffic controlling means, mechanismfor automatically efl'ecting the operation of the traffic controllingmeans when a predetermined speed exists and danger conditions do notexist.

9. In apparatus of the character described, the combination with avehicle, of traliic controlling means, mechanism for automaticallyeffecting the operation of the traiiic controlling means when dangerconditions exist and the vehicle is traveling at a predetermined speed,and means for automatically effecting the operation of the trailiecontrolling means when a different predetermined speed exists and dangerconditions do not exist.

10. In apparatus of the character described, the combination with avehicle, of traflic controlling means, mechanism on the vehicle foreffecting the operation of the traflic controlling means, waysidemechanism intermittently controlling the vehiclecarried mechanism whendanger conditions exist, and means on the vehicle for controlling theoperation of the vehiclecarried means whenever a predetermined speed ofthe vehicle is reached.

11. In apparatus of the character described, the combination with avehicle, of trafiie controlling means, mechanism for automaticallyeffecting the operation of the traffic controlling means, includingwayside means actuated when danger conditions exist, and means thatoperate in accordance with the speed of the vehicle to effect theoperation of the traffic controlling means when a predetermined speed isreached, and mechanism actuated by said means that operates inaccordance with the speed of the vehicle for effecting the operation ofthe trafiic controlling means independently of the wa slde meanswhenever a predetermined higher rate of speed is reached.

12. In apparatus of the character described, the combination withavehicle, of traflic controlling means, an electrically operatedcontroller for the traflie controlling means, an electric circuitincluding the controller, Wayside means for controlling the circuit, adevice moving in accordance with the speed of the vehicle, alsocontrolling the circuit, and a circuit including the controller, saidcircuit being independent of control by the wayside mechanism, but beingcontrolled by the device which operates in accordance with the speed ofthe vehicle.

13. In apparatus of the character set forth, the combination with avehicle, of traffic controlling means, an electrically operatedcontroller for the traflic controlling means, an electrical circuitincluding the controller, wayside mechanism for controlling the circuit,a speed governor driven by the vehicle, a switch in said circuitoperated by the speed governor when the same reaches a predeterminedspeed, a circuit including the controller, said latter circuit beinginraeaevi dependent of control by the wayside mechanism, and anotherswitch controlled by the speed governor and located in the lattercircuit.

14:. In apparatus of the class described, the combination with avehicle, of traffic controlling means, an electrically operatedcontroller for the tratiic controlling means, a speed governor on thevehicle, two switches adapted tobe operated successively by the.

speed governor as the speed of the same increases, another switch, meansincluding Wayside mechanism for effecting the operation of the lastmentioned switch, a circuit including one of the governor controlswitches, the last mentioned switch and the controller, and anothercircuit including the controller and the other of the governor controlswitches, said latter circuit being mdependent of the switch that iscontrolled by the wayside mechanism.

15. In apparatus 'of the character described, the combination withavehicle and traflic controlling means, of means for causing anoperation of the traflic controlling means Whenever the vehicle ismoving in one direction and a predetermined, speed thereof is reached,and means for controlling the operation of the traflic controlling meanswhen the vehicle is moving in a different direction and a differentpredetermined speed is reached.

16. In apparatus of the character described, the combination with avehicle and traflie controlling means, of means for controlling theoperation of the traflic controlling means including wayside mechanismand a device operating in accordance with the speed of the vehicle, andmeans includingsaid device for controlling the operation of the trafliccontrolling means independent of the wayside mechanism when the vehicleis traveling in eitherdirection and a predetermined speed is reached.

17. In apparatus of the character described, the combination with avehicle and traffic controlling means, 'of means for controlling theoperation of the traffic controlling means including wayside mechanismand a device operating in accordance with the speed of the vehicle, andmeans including said device for controlling the operation of the traiiiccontrolling means independent'of the wayside mechanism when the vehicleis traveling in one direction and a predetermined speed is reached andwhen said vehicle is traveling in the opposite direction and adifi'erent predetermined speed is reached.

scribed, the combination with a vehicle, of-

traflic controlling means, mechanism for automatically efl'ecting theoperation of the traflic controlling means when danger conditions existand the vehicle is traveling in one direction at a predetermined rate ofspeed, and means for automatically efl'ecting the operation of thetraffic controlling means when a predetermined speed exists, dangerconditions do not exist, and when the vehicle is moving in either ofopposite directions.

19. In apparatus of the character set forth, the combination with avehicle, of trafiic controlling means, mechanism for automaticallyeffecting the operation of the traffic controlling means when thevehicle is traveling in one direction, including wayside means actuatedwhen danger conditions exist, and means that operate in accordance withthe speed of the vehicle, to effect the operation of the tratficcontrolling means when a predetermined speed is reached, and

the Wayside means Whenever a predetermined higher rate of speed isreached and the vehicle is traveling in one direction and whenever apredetermined rate of speed is reached and the vehicle is traveling inan opposite directio 20. In apparatus of the character set forth, thecombination with a vehicle, of traflic controlling means, anelectrically operated controller for the traflic controlling means, anelectric circuit including the controller, wayside means for controllingthe circuit, a device moving in accordance with the speed of the vehiclealso controlling the circuit, a circuit including the controller, saidcircuit being independent of control by the wayside means, but beingcontrolled by the device which operates in accordance with the speed ofthe vehicle when said vehicle is moving in one direction, and a circuitincluding the controller, said last-mentioned circuit being alsoindependent of control by the'wayside mechanism, but being controlled bythe/device which operates in accordance with the speed of the vehiclewhen said vehicle ismoving in an opposite direction.

In testimony whereof I aflix my signature in the presence of twowitnesses.

PAUL JOHN SIEN.

Witnesses L. RINGER, GEORGE P. SIMMEN.

